JPH0893902A - Hydraulic control system for hydraulically actuated transmissions for vehicles - Google Patents

Abstract

(57) [Summary] [Purpose] The hydraulic engagement element of a hydraulically actuated transmission for a vehicle,
To enable quick engagement and disengagement. [Structure] Hydraulic oil passage L connected to a hydraulic engagement element₁, L₂
Drain passage L branched from the shift valve 38 interposed in the
₃Is the oil discharged from another hydraulic engagement element in the collecting portion 51.
Road L_Five, L₆And gather at an acute angle to each other. Meeting part 51
Is supplied with drain oil from the regulator valve 31.
Collecting oil passage L having an oil sump 52 at the upper end₉And open the atmosphere
Oil discharge path L_FourAnd are connected. When disengaging the hydraulic engagement element
The oil drainage from the hydraulic engagement element and accumulator
Hydraulic oil passage L₂And oil discharge path L₃Through the open air passage L_Four
Is discharged from the_FourTo oil drain L₃And product
Hydraulic oil passage L₂Air is supplied to the hydraulic engagement element via
It Also, from the oil sump 52 to the oil drain passage L ₃And hydraulic oil passage L
₂To the appropriate amount of hydraulic oil.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control system for a hydraulically actuated transmission for vehicles equipped with hydraulic engagement elements.

[0002]

2. Description of the Related Art A hydraulic control device for a hydraulically actuated transmission for a vehicle as described above, which is connected to a control valve having a drain port and a hydraulic oil passage of the hydraulic engaging element when the hydraulic engaging element is disengaged. The present invention has already been proposed by the applicant (Japanese Patent Application No. 5-206427) which supplies the hydraulic oil from the drain port to the drain passage.
issue).

[0003]

By the way, in the above-mentioned conventional one, by filling the hydraulic oil passage with the hydraulic oil supplied from the drain port through the drain oil passage, the hydraulic engagement element can be promptly moved without a time lag. Can be engaged.

However, in order to disengage the hydraulic engagement element, the hydraulic oil accumulated in the hydraulic oil passage and the drain oil passage is completely discharged from the check valve provided in the hydraulic pressure chamber of the hydraulic engagement element. Therefore, there is a problem that a time lag occurs in disengagement of the hydraulic engagement element.

The present invention has been made in view of the above circumstances, and provides a hydraulic control device for a hydraulically actuated transmission for a vehicle, which can engage and disengage a hydraulic engaging element without a time lag. The purpose is to do.

[0006]

In order to achieve the above object, the invention described in claim 1 is a hydraulic control device for a hydraulically actuated transmission for a vehicle, which is provided with a hydraulic engagement element, and is a drain port. And a drainage passage connected to a hydraulic oil passage of the hydraulic engagement element when the hydraulic engagement element is disengaged, and the hydraulic fluid is supplied from the drain port to the drainage passage. In the supply, an atmosphere opening oil passage is connected in the middle of the oil discharge passage.

In addition to the structure of claim 1, the invention described in claim 2 has a plurality of exhaust oil passages respectively connected to hydraulic oil passages of a plurality of hydraulic engagement elements, and an atmosphere open oil passage. It is characterized in that they are collected at a collecting portion provided on the hydraulic engagement element side.

The invention described in claim 3 is characterized in that, in addition to the configuration of claim 2, a plurality of oil drain passages are assembled at an acute angle to each other.

In addition to the structure according to any one of claims 1 to 3, the invention described in claim 4 is characterized in that the height of the atmosphere opening portion of the atmosphere opening oil passage is set to a rotary shaft for supporting the hydraulic engagement element. It is characterized in that it is approximately matched with the height of.

Further, in the invention described in claim 5, in addition to the structure of any one of claims 1 to 4, the hydraulic engagement element is opened by centrifugal force at the time of disengagement, and the hydraulic oil is discharged from the working hydraulic chamber. A check valve for discharging the hydraulic oil is provided, and the supply amount of the hydraulic oil from the drain port to the oil discharge passage is set to be smaller than the discharge amount of the hydraulic oil from the check valve.

[0011]

According to the structure of claim 1, when the hydraulic engagement element is disengaged, air is supplied to the hydraulic engagement element from the atmosphere open oil passage through the drain oil passage and the hydraulic oil passage. Therefore, the engagement can be quickly released. Moreover, when the hydraulic engagement element is engaged, the hydraulic oil passage is preliminarily appropriately filled with the hydraulic oil supplied from the drain port, so that quick engagement is possible.

According to the second or third aspect of the invention, the hydraulic oil rapidly discharged from the hydraulic engagement element being disengaged is guided to the atmosphere open oil passage without wrapping around to the other hydraulic engagement element.

According to the structure of claim 4, the hydraulic oil passage is surely filled with the hydraulic oil up to the height of the hydraulic engagement element.

According to the fifth aspect of the present invention, the check valve of the hydraulic engagement element that is disengaged discharges a larger amount of hydraulic oil than the amount supplied from the drain port, so that the hydraulic engagement element can be reliably operated. It can be disengaged.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 4 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of an automatic transmission for a vehicle and its control device, and FIG. 2 is a hydraulic circuit diagram of the automatic transmission. 3 is shown in FIG.
FIG. 4 is an enlarged view of a main part of FIG. 4, and FIG. 4 is a sectional view of the valve body.

FIG. 1 shows a 7-position automatic transmission T for a vehicle.
7 types of ranges by the select lever, that is, "P" range (parking range), "R" range (reverse range), "N" range (neutral range), "D4" range (1st speed to 4th speed). Speed automatic shift range), "D3" range (1st to 3rd automatic shift range),
"2" range (including 2nd fixed range, 3rd gear shift → 2nd gear shift down) and "1" range (1st fixed range, 2nd gear shift → 1st hold gear shift down) It is possible to select any of (including).

The automatic transmission T has a main shaft MS connected to a crankshaft 1 of an engine E via a torque converter 2 having a lockup clutch L, a countershaft CS arranged in parallel with the main shaft MS, And a secondary shaft SS.

A main first speed gear 3, a main second speed gear 4, a main third speed gear 5, a main fourth speed gear 6 and a main reverse gear 7 are supported on the main shaft MS, and a main first speed gear 3 is supported on the counter shaft CS. Counter first speed gear 8 that meshes with main second speed gear 4, counter second speed gear 9 that meshes with main second speed gear 4, counter third speed gear 10 that meshes with main third speed gear 5, counter fourth speed gear 1 that meshes with main fourth speed gear 6
1 and main reverse gear 7 reverse idle gear 1
The counter reverse gear 12 connected via 3 is supported.

When the main first speed gear 3 rotatably supported on the main shaft MS is connected to the main shaft MS by the first speed clutch C ₁ , the first speed gear stage is established. Since the first speed clutch C ₁ is maintained in the engaged state even when the second speed to the fourth speed is established, the counter first speed gear 8 is supported via the one-way clutch C _OW . The main second speed gear 4 rotatably supported on the main shaft MS is connected to the second speed clutch C ₂
When connected to the main shaft MS at, the second speed is established. When the counter third speed gear 10 rotatably supported on the counter shaft CS is connected to the counter shaft CS by the third speed clutch C ₃ , the third speed gear is established.

With the counter fourth speed gear 11 rotatably supported on the counter shaft CS being coupled to the counter shaft CS by the selector gear SG, the main shaft M is
The main 4th speed gear 6 supported by S for relative rotation is 4th speed-
When the reverse clutch C _4R is connected to the main shaft MS, the 4th gear is established. With the counter reverse gear 12 rotatably supported on the counter shaft CS being coupled to the counter shaft CS by the selector gear SG, the counter reverse gear 7 rotatably supported on the main shaft MS by the fourth speed-reverse clutch C _4R . When connected to the main shaft MS, a reverse gear is established.

The rotation of the counter shaft CS is transmitted to the differential D via the final drive gear 14 and the final driven gear 15, and from there to the drive wheels W, W via the left and right axles 16, 16.

Further, the secondary shaft SS has a first
The secondary first speed gear 22 is fixed, and the second secondary first speed gear 23 is supported so as to be relatively rotatable. The second secondary first speed gear 23 is a first speed hold clutch C.
_It can be connected to the secondary shaft SS by _LH . 1
When the first speed hold clutch C _LH is engaged while the high speed clutch C ₁ is engaged, the first speed hold gear stage is established.

When the first speed hold gear is established when climbing a steep slope or pulling another vehicle, the main shaft M
The power transmission from S to the counter shaft CS is through the first path through the first speed clutch C ₁ , the main first speed gear 3, the counter first speed gear 8 and the one-way clutch C _OW , and the first speed clutch C ₁ and the main 1 High speed gear 3, first secondary first speed gear 2
2, secondary shaft SS, 1st speed hold clutch C
_LH , second secondary first speed gear 23, main fourth speed gear 6,
This is performed by the second path through the counter fourth speed gear 11 and the selector gear SG, and efficient power transmission is possible. Further, if the first speed hold gear is established when engine braking is required, the torque of the drive wheels W, W is transmitted to the engine E in the reverse direction on the second path even if the one-way clutch C _OW slips. be able to.

The electronic control unit U includes a CPU 17 and a ROM
18, a RAM 19, an input circuit 20, and an output circuit 21.

The throttle opening TH detected by the throttle opening sensor S ₁ provided on the engine E, the main shaft rotational speed N _MS detected by the main shaft rotational speed sensor S ₂ provided on the main shaft _MS, and the counter shaft CS
Counter shaft rotation speed N _CS detected by the counter shaft rotation speed sensor S ₃ provided in the
The vehicle speed V detected by the vehicle speed sensor S ₄ provided in the vehicle and the select lever position S detected by the select lever position sensor S ₅ are input to the input circuit 20 of the electronic control unit U.
Entered in.

On the other hand, the output circuit 21 of the electronic control unit U
Is the first speed clutch C of the automatic transmission T ₁2-speed clutch C
₂3-speed clutch C₃4th-reverse clutch C_4R,
1st speed hold clutch C_LH, Selector gear SG and lock
A hydraulic control circuit for controlling the operation of the up clutch L
Shift solenoid SL provided in O₁, SL₂, Lo
Up clutch solenoid SL₃, SL_FourAnd gear shift
Latch hydraulic solenoid SL_FiveConnected to.

Next, the hydraulic control circuit O of the automatic transmission T will be described with reference to FIG.

The hydraulic control circuit O of the automatic transmission T includes a regulator valve 31, a manual valve 32, a modulator valve 33, a throttle valve 34, and a servo valve 3.
5, D inhibitor valve (D-INH valve) 36, 1
-2 shift valve 37, 2-3 shift valve 38, 3-
4 shift valve 39, 3-4 orifice control valve (3-4 OC valve) 40, second orifice control valve (second OC valve) 41, clutch pressure control valve (CPC valve) 4
2, a clutch pressure backup valve (CPB valve) 43, a fourth speed exhaust valve 44, a relief valve 45 and a cooler relief valve 46.

The regulator valve 31 is the oil tank 2
The hydraulic pressure of the hydraulic oil pumped up by the oil pump 26 from 5 is adjusted to a predetermined line pressure, and the main shaft M
S, counter shaft CS and secondary shaft SS
The hydraulic oil is distributed to each lubrication unit and the torque converter 2.

The manual valve 32 is mechanically interlocked with the select lever, and the "P" range, "R" range,
"N" range, "D4" range, "D3" range,
It stops at the position corresponding to either the "2" range or the "1" range, and the oil passages are switched according to the respective ranges.

The modulator valve 33 regulates the line pressure output from the regulator valve 31 to the modulator pressure for gear shift control, and the 1-2 shift valve 37, 2-3 shift valve 38 and 38 through the shift solenoids SL ₁ and SL _2. Supply to the 3-4 shift valve 39. The modulator pressure is the lockup clutch solenoid SL ₃ , SL.
It is also supplied to the hydraulic circuit of the lockup clutch L of the torque converter 2 via ₄ (see FIG. 1).

The throttle valve 34 is operated by the speed change clutch hydraulic solenoid SL ₅ to adjust the modulator pressure to the throttle pressure according to the throttle opening. The throttle pressure is supplied to the CPC valve 42 and the CPB valve 43 as well as to the hydraulic circuit of the lockup clutch L of the torque converter 2.

The servo valve 35 drives the selector gear SG, and moves left when the forward speed is established to connect the counter fourth speed gear 11 to the counter shaft CS, and moves right when the reverse speed is established. The counter reverse gear 12 is connected to the counter shaft CS.

The D-INH valve 36 controls the operation of the servo valve 35. When the select lever is switched to the forward traveling range such as the "D4" range during the backward traveling in the "R" range, the D-INH valve 36 is set to 1 Until the fast clutch pressure rises to a predetermined pressure, the supply of the line pressure from the manual valve 32 to the right oil chamber of the servo valve 35 is cut off to prevent the servo valve from moving to the left, during which the first speed clutch C ₁ is gradually increased. the engagement, 4-speed - to brake the inertial rotation of the countershaft CS accompanying the release of the reverse clutch C _4R, reducing the relative rotational difference between the input and output of Serekutagiya SG. When the first speed clutch pressure rises to a predetermined pressure, D-IN
With the operation of the H valve 36, the line pressure changes to the servo valve 3
5, the servo valve 35 is moved to the left so as to connect the counter fourth speed gear 11 to the counter shaft CS.

The 1-2 shift valve 37, the 2-3 shift valve 38, and the 3-4 shift valve 39 automatically operate each shift speed in the "D4" range, the "D3" range, the "2" range, and the "1" range. To choose. Modulator pressure and spring force act on the 1-2 shift valve 37, 2-3 shift valve 38, and 3-4 shift valve 39 to turn ON / O the shift solenoids SL ₁ and SL _2.
It is switched by the FF and is switched to the first speed clutch C ₁ , the second speed clutch C ₂ , the third speed clutch C ₃ , the fourth speed-reverse clutch C.
Clutch pressure is selectively supplied to the _4R and first speed hold clutch C _LH .

The 3-4OC valve 40 controls the opening timing of the 2nd or 3rd speed clutch by controlling the opening timing of the orifice so as to reduce the shift shock at the time of upshifting from the 2nd speed or the 3rd speed to the 4th speed. To do.

The second OC valve 41 controls the opening and closing timing of the orifice to control the release of the second speed clutch pressure in order to mitigate the shift shock when upshifting from the second speed to the third speed.

The CPC valve 42 controls the line pressure to be reduced in the low throttle opening range.

The CPB valve 43 controls the opening timing of the fourth speed clutch pressure and the third speed clutch pressure, and
Controls communication of an oil passage without a throttle provided in parallel with the throttle of the oil passage to the fourth speed-reverse clutch C _4R in the “R” range.

The 4th speed exhaust valve 44 completes the release of the 4th speed clutch pressure when switching between forward and reverse.

The relief valve 45 regulates the upper limit of the pressure of the hydraulic oil supplied as lubricating oil to the lubricating parts of the automatic transmission T.

The cooler relief valve 46 regulates the flow rate of hydraulic oil to the oil cooler 27.

Next, the operation of the hydraulic control circuit O of the automatic transmission T having the above structure will be described.

The select lever is in the "D4" range (1st speed ~
4th speed automatic shift range) or "D3" range (1st to 3rd speed automatic shift range), the throttle opening sensor S
The shift solenoid SL ₁ of the hydraulic control circuit O is selected in order to select the 1st-gear to the 4th-gear based on the shift map having the throttle opening TH detected in ₁ and the vehicle speed V detected by the vehicle speed sensor S ₄ as parameters. , SL ₂ are controlled as shown in Table 1.

[0046]

[Table 1] The shift solenoid SL ₁ is OFF (closed) when the first gear is selected in the “D4” range and the “D3” range.
And the shift solenoid SL ₂ is turned on (open),
Since the 1-2 shift valve 37 moves to the right hydraulically against the spring, the second speed clutch C ₂ , the third speed clutch C ₃ , 4
The oil passages connected to the speed-reverse clutch C _4R and their accumulators A ₂ , A ₃ , A _4R are cut off. on the other hand,
In the “D4” range, the “D3” range, the “2” range, and the “1” range, the line pressure passing through the manual valve 32 is constantly supplied to the first speed clutch C ₁ and the first speed accumulator A ₁ and thus the first speed. The gear is established.

In the "D4" and "D3" ranges
2 shift solenoids S are selected when selecting the 2nd speed stage
L₁, SL₂Are both ON (open), 1-2 shift valve
37 moves to the left with a spring, and 2-3 shift valve 38
The spring moves to the right, so the third speed clutch C₃4th-
Reverse clutch C_4RAnd their accumulators
A ₃, A_4RThe oil passage leading to is blocked and the second speed clutch C₂
And 2-speed accumulator A ₂Clutch pressure acts on 2
The high speed stage is established.

When the third speed is selected in the "D4" range and the "D3" range, the shift solenoid SL ₁ is turned on (opened) and the shift solenoid SL ₂ is turned off.
To shift to F (close), the 1-2 shift valve 37 moves left by spring and hydraulic pressure, the 2-3 shift valve 38 moves left by hydraulic pressure against the spring, and the 3-4 shift valve 39 springs right. Move. As a result, the second speed clutch C ₂ ,
4-speed - an oil passage leading to the reverse clutch C _4R and their accumulators A _2, A _4R is cut off, the third speed clutch C
Clutch pressure to ₃ and 3-speed accumulator A ₃ is established third gear shift stage acts.

When the fourth speed is selected in the "D4" range, since the two shift solenoids SL ₁ and SL ₂ are both OFF (closed), the 1-2 shift valve 37 is moved left by the spring and the hydraulic pressure. The 2-3 shift valve 38 and the 3-4 shift valve 39 are hydraulically moved to the left against the spring. As a result, the second speed clutch C ₂ , the third speed clutch C
_The oil passages connected to ₃ and their accumulators A ₂ and A ₃ are cut off, and the clutch pressure acts on the 4th speed-reverse clutch C _4R and the 4th speed accumulator A _4R to establish the 4th speed shift stage.

When the select lever is in the "2" range (the second speed fixed range), the "D ₄ " range and the "D ₃ " range are set.
Two shift solenoids S as in the range
If L ₁ and SL ₂ are ON (open) and OFF (closed), respectively, the clutch hydraulic pressure acts on the third speed clutch C ₃ and the third speed accumulator A ₃ to establish the third speed shift stage. If both shift solenoids SL ₁ and SL ₂ are ON (open), second speed clutch C ₂ and second speed accumulator A ₂
The clutch hydraulic pressure acts on the second speed gear stage. As a result, it is possible to downshift from the third speed shift stage to the second speed shift stage and fix at the second speed shift stage.

In the above "2" range, the two shift solenoids SL ₁ and SL ₂ are turned off.
A signal that is (closed) and ON (open) and a signal that both of the _two shift solenoids SL ₁ and SL ₂ are OFF (closed) are not used.

When the select lever is in the "1" range (1st speed fixed range), the shift solenoids SL ₁ and SL _{2 are}
Is ON (open), ON (open), or ON
(Open), OFF (Closed) or OFF (Closed), OF
If it is F (closed), the 1-2 shift valve 37 moves left and the clutch pressure from the CPC valve 42 becomes 2 in any case.
-3 is guided to the shift valve 38. At this time, the oil passage L ₄ of the line pressure passing through the manual valve 32 in FIG. 3, the oil holes b, the oil passage L _3, the oil passage L _7, 2-3 shift valve via the oil holes f and the oil passage L ₈ It is transmitted to the left end of 38 and holds the 2-3 shift valve 38 in the right movement position regardless of ON / OFF of the shift solenoid SL ₂ . As a result, the clutch pressure is transmitted to the second speed clutch C ₂ and the second speed accumulator A ₂ through the 2-3 shift valve 38, and the second speed gear stage is established.

If the shift solenoids SL ₁ and SL ₂ are OFF (closed) and ON (open), respectively, the 3-4 shift valve 39 is hydraulically moved to the left to cause the line pressure passing through the manual valve 32. Is transmitted to the 1st speed hold clutch C _LH via the 3-4 shift valve 39 and the 1-2 shift valve 37, and the 1st speed hold gear stage is established. At the same time, the oil discharged from the second speed clutch C ₂ and the second speed accumulator A ₂ is removed by the 1-2 shift valve 37 shown in FIG.
Is discharged through.

When the select lever is in the "R" range (reverse range), the shift solenoid SL ₁ is turned on.
(Open), shift solenoid SL ₂ is OFF (closed),
The 1-2 shift valve 37 moves left by the spring and hydraulic pressure, and the line pressure passing through the manual valve 32 is 1-2.
The servo valve 35 is moved to the right through the shift valve 37 to switch the selector gear SG to the reverse position, and then 4
Fast-reverse clutch C _4R and 4-speed accumulator A _4R
And the reverse gear is established.

Now, as shown in FIGS. 3 and 4, in order to engage the second speed clutch C ₂ , the 1-2 shift valve 37
From the hydraulic oil passage L ₁ to the 2-3 shift valve 38,
From there, the hydraulic oil passage L ₂ is further connected to the second speed clutches C ₂ and C 2.
Extends to the quick accumulator A ₂ . On the other hand, when the second speed disengagement of clutch C ₂ to guide the oil discharge from the second clutch C ₂ and the second speed accumulators A _2, oil discharge passage L ₃ is 2-
It extends from the three-shift valve 38.

The 2-3 shift valve 38 is located lower than the second speed clutch C ₂ provided on the main shaft MS, so that the hydraulic oil passage L ₂ goes from the main shaft MS to the 2-3 shift valve 38. And extends downward. On the other hand, oil discharge passage L ₃ extends upwardly from the 2-3 shift valve 38, the air release oil passage L ₄ is connected at its upper end. The hydraulic oil passage L ₂ and the drain oil passage L ₃ are substantially U in a side view.
It is formed in a letter shape. Atmosphere open oil passage L ₄ is 2nd speed clutch C
_2nd and 4th speed-reverse clutch C _4R is provided at approximately the same height with respect to the main shaft MS provided, and
It is also provided at a position slightly higher than the counter shaft CS provided with the high speed clutch C ₃ .

Air open oil passage L_FourFormed slightly below
In the assembled portion 51, the second speed clutch C₂Elimination of
Oil passage L₃3rd speed clutch C₃Oil discharge path L_FiveAnd 4th speed
Birth clutch C_4ROil discharge path L₆Gather at an acute angle. Three
Speed clutch C₃Oil discharge path L_Five2-3 shift valve 38
At hydraulic oil passage L₇Connected to these drains
Road L_FiveAnd hydraulic oil passage L₇Is the second speed clutch C₂Nomono
Similar to the above, it is formed in a substantially U shape in a side view (not shown).
No). 4th speed-reverse clutch C_4ROil discharge path L ₆Is
In the 3-4 shift valve 39, the hydraulic oil passage L₈Connected to
And the oil drain passage L₆And hydraulic oil passage L₈Is before
Note 2 speed clutch C₂Similar to the one, it has a U shape in side view
Formed (not shown).

A collecting oil discharge passage L ₉ extends upward from the collecting portion 51, and a hydraulic oil drained from a drain port of the regulator valve 31 is supplied to an orifice 53 in an oil reservoir 52 provided at the upper end of the collecting oil passage L _9. Supplied through.
Further, an orifice is formed in the middle portion of the collecting oil passage L ₉ .

For example, when the second speed clutch C ₂ is disengaged when shifting from the second speed to the third speed or the fourth speed, as is apparent from FIG. 4, the 2-3 shift valve 38 is moved to the left. The hydraulic oil passage L ₂ is separated from the hydraulic oil passage L ₁ and connected to the drain oil passage L ₃ . As a result, the hydraulic oil pushed out from the second speed clutch C ₂ and the second speed accumulator A ₂ passes through the hydraulic oil passage L ₂ , the 2-3 shift valve 38, the oil discharge passage L ₃ and the atmosphere open oil passage L _4. Promptly discharged. At this time, oil discharge passage L _3, 2-3 shift valve 38, the remaining minor hydraulic oil to the working oil chamber of the hydraulic oil oil passage L ₂ and the second clutch C ₂ is from the check valve provided in the hydraulic pressure chamber The air discharged and introduced from the atmosphere opening oil passage L ₄ by the centrifugal pump effect is introduced into the working hydraulic chamber, whereby the clutch piston returns and the engagement of the second speed clutch C ₂ is released.

The working oil is constantly supplied to the oil drain passage L ₃ from the oil sump 52 through the orifice. The working oil is supplied from the check valve provided in the working hydraulic chamber. Since it is smaller than the amount, no centrifugal hydraulic pressure is generated in the working hydraulic chamber.

The disengagement of the third speed clutch C ₃ and the fourth speed-reverse clutch C _4R is performed in the same manner as in the case of the second speed clutch C ₂ described above.

[0062] Incidentally, for example, 2-speed during disengagement of the second clutch C ₂ clutch C ₂ and the second speed accumulators A ₂
When operating oil extruded from flows into collecting portion 51 from the oil discharge passage L _3, the oil discharge passage L ₃ third speed clutch C ₂ and 4-speed - oil discharge passage of the reverse clutch C _4R L _5, L ₆ since the air release oil passage L ₄ is formed in the vicinity of which is connected at an acute angle, yet confluent portion 51 with respect to, the second clutch C
The hydraulic oil from the _second oil discharge passage L ₃ does not go around to the oil discharge passages L ₅ and L ₆ connected to the other clutches, and is opened to the atmosphere oil passage L ₄
Is smoothly discharged from.

Third speed clutch C₃And 3-speed accumulator
A₃Oil discharge path L_FiveTo another oil drain L ₃, L₆Hydraulic oil to
Around, and 4th speed-reverse clutch C_4RAnd 4
Speed-reverse accumulator A_4ROil discharge path L₆From other
Oil drainage path L₃, L_FiveThe flow of hydraulic oil to the same as above
To prevent the oil from leaking to the atmosphere in any case.
_FourIt is possible to smoothly discharge from.

As described above, when the engagement of the second speed clutch C ₂ is released, the working oil flowing down by gravity from the oil sump 52 while being appropriately limited by the orifice is collected and the collecting oil passage L ₉ and the collecting portion. to satisfy 51 a second speed discharge oil passage L ₃ and hydraulic oil oil passage L ₂ of the clutch C ₂ moderately through, then the second clutch C ₂ when engaged, a rapidly to prevent the delay in response Engagement can be enabled, and moreover, hydraulic control at the transition of engagement can be performed accurately. Further, the oil discharge passage L ₃ and the hydraulic oil passage L ₂ are arranged in a substantially U shape in a side view, and the atmosphere opening oil passage L ₄ is substantially the same as the main shaft MS provided with the second speed clutch C _2. Since it is arranged at the height of, the drain oil passage L ₃ and the hydraulic oil passage L ₂ can be surely filled with the hydraulic oil.

The engagement of the third speed clutch C ₃ and the fourth speed-reverse clutch C _4R can be performed promptly without a time lag like the engagement of the second speed clutch C ₂ described above.

Although the embodiments of the present invention have been described in detail above, the present invention can be modified in various ways without departing from the scope of the invention.

For example, in the embodiment, three oil drain passages L ₃ , L _3
5, L ₆ and it is made to set in the set section 51, it is possible to set two or four or more oil discharge passage. It is also possible to collect a large number of oil discharge passages on the clutch side of the collecting portion 51.

[0068]

As described above, according to the invention described in claim 1, the control valve having the drain port is connected to the hydraulic oil passage of the hydraulic engagement element when the hydraulic engagement element is disengaged. In a hydraulic control device for a hydraulically operated transmission for a vehicle, which supplies hydraulic oil from the drain port to the drain oil passage, an atmosphere opening oil passage is provided in the middle of the drain oil passage. Since the connection is made, at the time of disengagement of the hydraulic engagement element, it is possible to quickly disengage the hydraulic engagement element by supplying air from the atmosphere opening oil passage through the oil discharge passage and the hydraulic oil passage, Moreover, by filling the hydraulic oil passage of the disengaged hydraulic engagement element with the hydraulic oil supplied from the drain port, the hydraulic engagement element can be promptly engaged without a time lag and the hydraulic control during the transition of engagement. Can be performed accurately

Further, according to the invention described in claim 2 or 3, the plurality of oil discharge passages respectively connected to the hydraulic oil passages of the plurality of hydraulic engagement elements are provided with the hydraulic oil passages more than the atmosphere open oil passages. Since the assembly portion provided on the coupling element side is assembled at an acute angle, the hydraulic oil that is rapidly discharged from the hydraulic engagement element that is being disengaged is released to the atmosphere while preventing it from wrapping around to other hydraulic engagement elements. It can be reliably guided to the oil passage.

According to the invention described in claim 4,
Since the height of the atmosphere opening portion of the atmosphere opening oil passage is made to approximately match the height of the rotating shaft that supports the hydraulic engagement element, the operating oil is reliably transferred to the hydraulic oil passage of the disengaged hydraulic engagement element. Can be satisfied.

According to the invention described in claim 5,
The hydraulic engagement element is equipped with a check valve that opens with centrifugal force to release hydraulic oil from the hydraulic pressure chamber when disengaged, and determines the amount of hydraulic oil supplied from the drain port from the check valve to the hydraulic oil passage. Since it is set to be smaller than the discharge amount of, the air can be surely sucked from the air opening oil passage when the hydraulic engagement element is disengaged.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a vehicle automatic transmission and its control device.

FIG. 2 is a hydraulic circuit diagram of the automatic transmission.

FIG. 3 is an enlarged view of a main part of FIG.

FIG. 4 is a sectional view of the valve body.

[Explanation of symbols]

C ₂ 2nd speed clutch (hydraulic engagement element) C ₃ 3rd speed clutch (hydraulic engagement element) C _4R 4th speed-reverse clutch (hydraulic engagement element) L ₂ hydraulic oil passage L ₃ oil discharge passage L ₄ open to atmosphere oil passage L ₅ oil discharge passage L ₆ oil discharge passage L ₇ working oil oil line L ₈ working oil oil passage L ₉ sets oil discharge passage (oil discharge passage) MS main shaft (rotation axis)

Claims (5)

[Claims] 1. A hydraulic control device for a hydraulically actuated transmission for a vehicle, comprising a hydraulic engagement element, the control valve having a drain port, and the actuation of the hydraulic engagement element when the hydraulic engagement element is disengaged. An oil discharge passage connected to an oil oil passage, wherein hydraulic oil is supplied from the drain port to the oil discharge passage, wherein an atmosphere open oil passage is connected in the middle of the oil discharge passage. A hydraulic control device for a hydraulically actuated transmission for a vehicle. 2. A plurality of oil discharge passages respectively connected to hydraulic oil passages of a plurality of hydraulic engagement elements are gathered at a gathering portion provided on the hydraulic engagement element side with respect to an atmosphere opening oil passage. A hydraulic control device for a hydraulically actuated transmission for a vehicle according to claim 1, wherein: 3. The hydraulic control apparatus for a hydraulically actuated transmission for a vehicle according to claim 2, wherein the plurality of oil drain passages are assembled at an acute angle to each other. 4. The height of the atmosphere opening portion of the atmosphere opening oil passage is made substantially equal to the height of a rotary shaft supporting the hydraulic engagement element, according to any one of claims 1 to 3. A hydraulic control device for a hydraulically actuated transmission for a vehicle as described above. 5. The hydraulic engagement element is provided with a check valve for opening the hydraulic oil from the working hydraulic chamber when the engagement is released by centrifugal force, and checking the supply amount of the hydraulic oil from the drain port to the oil discharge passage. 5. The hydraulic control device for a hydraulically actuated transmission for a vehicle according to claim 1, wherein the hydraulic pressure is set to be smaller than the discharge amount of hydraulic oil from the valve.